Controlling mechanism for railway-trains.



w. H.' BENNETT.. I CONTROLLING MECHANISM FOR RAILWAY TRAINS.

APPHCATIOH FILED OCT. 18, 1916- Patented Mar. 12, 1918.

3 SHEETS- S-HEET 8.

W H. BENNETT. comaoume MECHANISM ron RAILWAY mms.

Patentd Mar. 12', 1918.

3 SHEETS-SHEET 2.

APPLICATION FILED (MIT. 18, 1916.

wmw. I H EENNETT I w. H'. BENNETT. I CONTROLLING MECHANISM FOR RAILWAY TRAINS. v

APPLICATION FILED OCT. I8, l9l6.

Patented-Mar. 12, 1918.

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WILLIAM H. BENNETT, OF CALVIN, OKLAHOMA, ASSIGNOR 0F ONE-EIGHTH TO JESSE A.

CARTER, 0F CALVIN, OKLAHOMA.

CONTROLLING MEGHANISM FOB RAILWAY-TRAINS.

Specification of Letters Patent. Patented Mar. 12, 1918- Application filed October 18, 1916. Serial No."126,364.

To all whom it may concern:

Be it known that 1, WILLIAM H. BENNETT, a citizen of the United States, residing at Calvin, in the county of Hughes and State of Oklahoma, have invented certain new and useful Improvements in Controlling Mechanisms for Railway-Trains, of which the following is a specification, reference being had to the accompanying drawings.

This invention relates to controlling mechanisms for railway trains; and it is an 0bjeet of the invention to provide a novel and improved mechanism of this general character which is caused to operate automatically to bring a train to a standstill in the event the same should pass a predetermined point.

It is also an object of the invention to provide a novel and improved mechanism of this general character having automatically operated means whereby the brakes of the train may be set and the operating power therefor'cut off upon the train passing within a danger block or zone.

It is also an object of the invention to provide a novel and improved mechanism of this general character wherein the mechanism carried by the train will be caused to operate with a minimum of shock or jar and wherein the train will be required to be brought to a full stop before the mechanism carried thereby may be reset.

Furthermore it is an object of the invention to provide a novel and improved mech anism of this general character which may be readily applied to the train and to the track signal system with practically no change in existing standardized parts.

A still further object of the invention is to provide a novel and improved mechanism of this general character whereby the 7 same is caused to operate automatically through the medium of a trip member operatively engaged with a block system and whereby said trip is thrown into an operative position when a danger signal is set.

A still further object of my invention is to provide a mechanism of this general The invention consists in the details of construction and in the combination and arrangement of the several parts of my improved controllingmechanism whereby certain important advantages are attained and the device is rendered simpler, less expen sive and otherwise more convenient and advantageous for use, all as will be hereinafter more fully set forth.

The novel features of the invention will hereinafter be definitely claimed.

In order that my invention may be the better understood, I will now proceed to describe the same with reference to the ac Fig. 4 is a view partly in elevation and partly in section illustrating the trip mem' ber herein disclosed and an operating means therefor; 1 V

Fig. 5 is an enlarged view partly in section and partly in elevation of the trip member and its mounting;

Fig. 6 is a view in top plan of the trip member as disclosed in Fig. 5, the operating rod therefor being shown in fragment;

Fig. 7 is an enlarged view partly in elevation and partly in section illustrating the mounting of a rock arm herein included;

Fig. 8 is a detail view partly in section and partly in elevation disclosingthe twoway valve herein employed with the adjacent operating means therefor;

Fig. 9 is a view partly in side elevation and partly in section illustrating a controlling mechanism constructed in accord ance with afurther embodiment of my invention;

Fig. .10 is a sectional view taken substantially on the line 10-10 of Fig. 9;

Fig. 11 is a fragmentary view partly. in elevation and partly in section illustrating certain details of construction as included in the second form 'Ofmy invention; and

Fig. 12 is a fragmentary view in perspective illustrating certain details of con struction comprised'in the connection between the signal and the trip as herem 1ncluded.

As disclosed in the accompanying drawings, L is a fragmentary and diagrammatic representation of a locomotive, the frame F of which supporting the vertically disposed rock shaft 1 provided at its lower end with an arm 2 adapted to contact with a trip T positioned adjacent the trackway in the event that the signal adjacent said trip T may be set at danger.

As herein embodied, the trip T denotes an elongated member pivotally supported intermediate its length by the base or bracket 3 secured to a cross tie C comprised in the trackway, the pivotal mounting for the trip T consisting of a rod 4 rotatably supported by said base or bracket 3 and provided with a crank or rock arm 5 connected, through the medium of the rod 6 or its equivalent, with the operating rod 7 of the semaphore 8 or other signal included in a block system. It will be perceived that when the rod 7 is moved to throw the semaphore 8 into danger position, the trip T will be rocked into an elevated or substantially perpendicular position so that the same will intersect the line of travel of the arm 2 of the shaft 1.

The upper end of the shaft 1 is provided with a crank arm 9 which is operatively connected through the medium of the link '10 with the crank arm 11 carried by the stem 12 of the valve 14 interposed in the pipe line 15 leading from a suitable source of air under pressure and preferably one of the reservoirs or tanks employed in the air brake system of the train and to one preferably carried by the locomotive valve.

The valve 14 is of a two-way type so that when the same is thrown in one position under the influence of thecontact between the trip T and the arm 2 of the shaft 1, a continuous flow of air will be permitted through the pipe line 15 and when said valve is reset to close the pipe line 15 communication will be had with. the atmosphere so that the air within the cylinder A may escape, it being understood that the pipe line 15 is in communication with said cylinder A at an end or head thereof.

Mounted within the cylinder A is a piston P of any ordinary or preferred type and which is connected to the rod 16 extending through the end or head of the cylinder A remote from the line 15 and the outer end of said rod 16 is pivotally engaged to the arm or link 17 which, as disclosed in the embodiment of my invention illustrated in Figs. 1 to 8, is also pivotally engaged with the l8 loosely mounted on the horizontally disposed shaft 19 rotatabl-y supported by and below the 001" 200i the cab of the loco motive. i I Fixed to the shaftlll is a rock arm 21 and interposed between the arm 18 and the rock arm 21 and encircling the shaft 19 is a coil spring 22 having its extremities secured to said arm 18 and rock arm 21, said spring 22 being of such strength as to transmit the rotary movement of the arm 18 to the rock arm 21 so that the shaft 19 will be caused to move. By the use of the spring 22 it will be perceived that the abrupt contact between the arm 2 of the shaft 1 and the trip T will be substantially absorbed by the spring 22 so that the remaining mechanism carried by the locomotive will not be injured by the jar or shock incident to the coaction between the arm 2 and the trip T.

It might be well to state at this time that the trip T is provided with the rotatable sleeve 23 with which the arm 2 directly con tacts so that said arm 2 may coact with the trip T with a minimum of friction.

The shaft 19 is also provided with a second rock arm or crank 25% provided with a trunnion or wrist pin working within a slot 26 produced in the lower end of the vertically disposed lever 27 pivotally mounted intermediate its length, as at 28, for rocking movement. the lever 27 is adapted to engage with the operating arm or lever 29 of the engineers valve V, said lever 2'? and valve V being of a type as employed in the well known New York air brake system.

30 denotes a guide member coacting with the lever 27 and which is preferably positioned above the pivotal mounting 28 of said lever.

It will be perceived that as the lever 27 is caused to rock under the influence oi the rod 16, the operating arm or lever 29 will be moved in such a direction as to cause the brakes comprised. in the air brake system to be set.

The piston P and its coacting rod 16 ar normally maintained in a retracted position and are automatically returned to such position upon resetting of the valve 14 through the medium of the retractile members 31 herein disclosed as conventional coil springs positioned at opposite sides of the cylinder A and interposed between and operatively connected to the cross bar 32' carried by the rod 16 and the opposite end portion of the cylinder A.

The outer end portion of the rock arm 21 has pivotally connected thereto the rod 33 or" the piston P mounted within the cylinder 34 pivotally supported by and below the 5001' 20 or the cab of the locomotive. The cylinder and the piston P coact as an air cheek to provide further means to absorb the sudden shock and jar incident to the operation or" the mechanism when the arm 2 is brought into contact with the trip T.

B denotes a conventional type of operat ing lever for the throttle valve of a locomo- The upper end portion ottive .and which is provided with the handle H for releasing the lever from a locked position, and connected to said handle H is .a flexible member .35 which passes around suitably positioned guide pulleys :36 and secured to the arm 18, whereby it will be perceived that as said arm 18 is swung or rocked under the influence of the operation of the arm 2 by contact with the trip '1, the lever B will be released and the throttle valve adjusted into a closed position for a purpose which is believed to be clearly apparent to those skilled in the art to which my invention appertains.

Connected to the flexible member 35 is a retractile member 37 herein disclosed as a conventional coil spring and which also anchored to a suitable part of the locomotive L and which serves to normally main tain the portion of the flexible member :35 immediately adjacent the lever B sutficiently slack so that under normal conditions the engineer may adjust said lever B without swinging or rocking the arm 18. It will also be understood that the movement of the arm 18 is sufficient, when movedas before stated, to take up the slack of the flexible member 35 and also to impart the requisite movement to the lever B to close the throttle valve.

As disclosed in Figs. 9 to 11, my improved mechanism is employed in connection with the well known Westinghouse air brake system and as disclosed in this form of my invention, the arm or link 17 is pivotally engaged with an arm 38 loosely mounted upon the vertically disposed shaft 39 suitably supported by the locomotive structure.

Fixed to the shaft '39 at a predetermined point below the arm 38 is a rock arm 40', and interposed between said arms .38 and 40 and encircling the shaft 39 is a coil spring 41 which is secured to said arms 38 and 40 and of sufficient strength to transmit the rotary force imparted to the arm 38 to the arm 40 so that the shaft 39 will be caused to rock or rotate.

The upper end portion of the shaft 39 is provided with an angular extension 42 adapted to engage with the handle 43 of the engineers valve E. By this arrangement it will be perceived that as the shaft 39 is caused to rotate or rock under the influence of the cylinder A and the coacting piston P, the shaft 39 or more particularly the angular extension 42 thereof, will so move the handle 43 as to cause the brakes comprised in the system to be set.

The arm 40 is pivotally engaged with the rod 44 of the piston P within the cylinder 45 pivotally supported by and positioned below the floor 20 of the cab, said cylinder 45 and piston 15 coacting to afford an airv check to further absorb the shocks or jars incident to the operation of the mechanism.

The arm 38 has also connected thereto a suitably guided flexible member 46 coacting with the handle H of the operating lever of a throttle valve as has hereinbefore been cylinders 34 and 35 with the valve controlled vent 49 to control the escape of air therefrom. By this arrangement the escape of air from the cylinder'may be timed and this is of particular advantage as some roads run at a less speed than others and therefore the air could not escape as fast so that more time will be allowed forthe train to ease down to a standstill.

While the rod 6 may be engaged with the operating rod 7 in any desired manner, I find it of particular-advantage to employthe arrangement as illustrated in Figs. 4 and 12, and wherein the upper end of the rode is forked, as at 50, and pivot-ally engaged with the cross pin 51 intersecting the pin which coacts with the forked end 53 of the lever 54, as is believed to be clearly illustrated in Fig. 12.

The lever 54 is mounted for rocking movement intermediate its length through the medium of the bracket 55 and has its inner end forked, as indicated at 56, to straddle the operating rod 7, and said fork 56 is interposed between the .57 carried by the red 7 and in predetermined longitudinal spaced relation thereon. It will. be perceived that when the semaphore is in danger position as illustrated in Fig. 4, the lower pin 57 Wlll coactwith the lever 54 to adjust the trip T into an upright or operative position,

but should the signal or semaphore be adjusted to a caution position, no movement will be imparted to the lever 54, as the space between the pins 57 permits the necessary movement of the rod. However when the signal or semaphore 8 is brought to a clear position the upper pin 57 will contact with the lever 54 and cause the same to adjust the trip T to a lowered or inoperative position.

From the foregoing description, it is thought to be obvious that a controlling mechanism constructed in accordance with my invention is of an extremely simple and comparatively inexpensive nature and is particularly well adapted for use by reason of the convenience and facility with which it may be assembled, and it will also be obvious that my invention is susceptible of some change and modification without maspirit thereof and for this reason I do not out my invention in practice, except as hereinafter claimed.

I claim: 4

1. A mechanism of the character described comprising, in combination, a valve provided with a controlling lever, a rock shaft, an arm loosely mounted on the shaft, a rock arm fixed to said shaft and operatively engaged with the lever, and a spring encircling said shaft and interposed between said arms, said spring being secured to the arms whereby the movement of the first named arm will impart movement to the second named arm and the shaft.

2. A mechanism of the character described comprising, in combination, a valve provided with a controlling lever, a rock shaft, an arm loosely mounted on the shaft, a rock arm fixed to the shaft and operatively engaged with the lever, and a yielding connectionbetween said arms whereby the first named arm has a movement independently of the second named arm. 7

3. A mechanism of the character described comprising in combination, a valve provided with a controlling lever, a rock shaft, an arm loosely mounted on the shaft, a rock arm fixed to the shaft and operatively engaged with the lever, a yielding connection between said arms whereby'the first named arm has a movement independently of the second named arm, and automatic means co-acting'with the loosely mounted rock arm. for imparting movement thereto.

4. A mechanism of the character described comprising, in combination, a valve provided with a controlling lever, a rock shaft, an arm loosely mounted on the shaft, a rock arm fixed to the shaft and operatively engaged with the lever, a yielding connection between said arms whereby the'first named arm has a movement independently of the second named arm, and pneumatic means coacting with the loosely mounted rock arm for imparting movement thereto in one direction.

5. A mechanism of the character described comprising, in combination, a valve provided with a controlling lever, a rock shaft, an arm loosely mounted on the shaft, a rock arm fixed to the shaft and operatively engaged with the lever, a yielding connection between said arms whereby the first named arm has a movement independentlyof the second named arm, pneumatic means coacting with the loosely mounted rock arm for imparting movement thereto in one direction. and means co-acting with the loosely mounted rock arm for moving the same in an opposite direction.

6. A mechanism of the character described comprising in combination, a valve provided with a controlling lever, a rock shaft, an arm loosely mounted on the shaft, a rock arm fixed to the shaft and operatively engaged with the lever, and a yielding connection between said arms whereby the first k named arm has-a movement independently of the second named arm, automatic means co-acting with the loosely mounted rock arm for imparting movement thereto, and means co-acting with the loosely mounted rock arm for limiting the movement thereof under the influence of the automatic means.

In testimony whereof I hereunto 'afiix my signature in the presence of two witnesses.

WILLIAM H. BENNETT.

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